Railway draft rigging



J. F. OCONNOR RAILWAY DRAFT RIGGING ,Filed July 2o, 1931' 2 shets-sneet 1 By #Maw/tgz ug- .20, l935- J. F, o'coNNoR 2,011,773

RAILWAY .DRAFT RIGGING Filed July 20. 1951 2 Sheets-Sheet 2 fig 1 i294 4 'Inventar Ja/fvC'azz/zdr.

Paiement Aug. 2o, rese Zlljl smear cerise RAILWAY DRAFT' RIGGING Jenn F. ooommr, ohieago,ri1., assignor to W. H.

Miner, Inc., Chicago, lll.,'a corporation of Dela- Ware Y Application July 20, 1931, Serial No. 551,935

8 Claims.

This invention relates to improvements in railway draft riggings. v

One'object ofthe invention is to provide a railway draft rigging having Vlonger travel in buff than in draft to compress the shock absorbing means of the rigging to a greater degree in buff than in draft to eect'ively cushion the heavier honing shocks, wherein `the draft rigging is particularly designed 'for use in connection with slotted cheek plates secured to the draft sills, the arrangement being such that the buffing shocks are transmitted through the shock absorbing mechanism to a rear stop casting and the draft shocks through said shock .absorbing mechanism to a stop key cooperating with the cheek plates.

,A more specific object of the invention is to provide a railway draft rigging, including a couplcr, a yoke connected to the coupler and movable therewith in draft, a shock absorbing mechanism disposed within the yoke, a rear stop means `against which the shock absorbing mechanism is compressed in buff, and a key extending through the draft sills against which the shock absorbing mechanism is compressed in draft, wherein the key forms stop means for restricting the compression stroke of the mechanism in draft to less than in buff.

Another object of the invention is to provide a draft rigging of the character described in the preceding paragraph, wherein theshock absorbing mechanism is of the friction type, including a friction shell, sliding friction means cooperating with friction surfaces on the shell and spring means resisting movement of the friction means inwardly of the shell, the spring Vmeans comprising two sets of springs both of which are compressed in buff, and wherein the stop key extends through the friction shell land has spring follower means anchored thereto cooperating with one only of said sets of springs in draft, whereby movement of said friction means claims hereinafter following.

In the drawingsforming a part of this specification, Figure 1 is a horizontal longitudinal sectional view through the underframe structure of a railway car, illustrating my improvements in connection therewith. .Figure 2 is a longitudinal vertical sectional view corresponding substantially to the line 2-2 of Figure 1. Figure 3 is' a rear elevational view of the friction shock absorbing mechanism employed in connection with my improved railway draft rigging, as .disclosed in Figures land 2. Figure 4 is a transverse vertical sectional View corresponding substantially to the line 4 4 of Figure 2. And Figure 5 is a horizontal sectional view through a modified form of shock absorbing mechanism involving my improvements.

Referring first to the embodiment of the invention illustrated in Figures 1 to 4, inclusive, H2-l0 designate channel shaped center or draft sills of the railway car underframe structure, to which are secured cheek plates H-Il hav-` -ing pairs of transversely aligned slots 2-l2, Iii-I3 and M-l. At the outer ends of the sills lil, the usual striking casting l5 is provided, .the same having a carry iron iii of well known form associated therewith. Rear stop means in the form of a ller casting l'l is provided between the sills, the same being fixed to the sills. The standard coupler of the draft rigging is indicated by I8, the head of the same being broken away.

My improved railway draft rigging, as illustrat- ,ed in Figures l to 4, inclusive, comprises broadly a yoke A; an aligning member B; a rear follower C; a stop key D; and a friction shock absorbing mechanism E including a friction shell F, wedge G, shoes H-H, spring follower J, intermediate follower K, wedge anchoring means M and spring resistance means N.V

` The yoke A is of the horizontal type, having longitudinally disposed spaced side arms IS-IB connected by transverse rear end section 23. At the forward end, the yoke has the side arms thereof provided with aligned coupler key receiving slots 2I2l. The yoke also has aligned key receiving slots 22-22 rearwardly of the slots 2 l--2 l, these slots serving to accommodate the stop key D as hereinafter more fully pointed out. The yoke A contains the shock absorbing mechanism E, the rear` follower C and the aligning member B. The aligning member B comprises a relatively heavy transversely disposed plate-like section 23 having a forwardly extending shelf 24 formed integral therewith and slidingly supported on the carry iron I6, as clearly shown in Figure 2. YThe Vplate-likesection 23 of the aligning member B also has a forwardly projecting ledge 25 above the shelf 2d, the ledge being spaced such a distance from the shelf as to accommodate the shank of the shank of the coupler is accommodated. rThe walls 26E-26 have; transversely aligned coupler key receiving slots 2T-21.

The coupler i8 is connected to the aligningk member Band the yoke by means of a coupler key L2S which extends through the slots 21-'21 hang with respect to the friction shell. The Wedge of the aligning member B andthe slots 2I-'-2| of the side arms of the yoke A, and has its outer endsA slidingly accommodated in the yslots I2-!2 of the cheek plates-of the draft sills. The slots k tion of the parts, the coupler key 28A engages the front end walls of theslots 2l-2l ofthe yoke so that the yoke lwill be pulled outwardly with the coupler during a draft action.- As will 'be seenV upon reference to Figures l and 2, the parts'are i so proportioned that the butt of the coupler shank bears Aon the plate-like section 23 of the aligningY member B and lthe buiiing forces are thusv transmitted directly fromthe coupler shank' through the aligning member to the shock absorbing mechanism E of the draftrigging. v

Y i The shock absorbing mechanism E has the fric-v tion shell rf" thereoflso disposed 'that the open end of the shell 'is Vdirected rearwardly. In the presentv instance, the-shell of the friction shock absorbing mechanism Yis shown as of rectangularr cross section. `Thetop-and bottom Walls 'oftheV friction shell kli', as. shown in Figure 2, arev provided With liners' 29-29 at the openend of vthe/ shell. The liners are preferably provided with* friction surfaces of'fV-s'haped section, as shownV in .Figure 3. The linersZQ-ZQ are anchored to the shell against vlengthwise displacement, the

-inner faces of the Walls being provided with seats 30e-3Q receiving enlargements 3 I--3I on the liners 297-29; Two friction shoes I- I-H are provided which have V-shaped friction surfaceson the cuter'sides cooperating with thefriction surfaces ,f

of the liners 29-29. Each shoe has a lateral inwardly projecting enlargement provided with a wedge face 32. As shown, the Wedge faces 32-32 lof the twol shoes are also of fV-shaped section and A the wedge face '32er' the shoe 5H is disposed at 'a keener angle'with respectto thelongitudinal Vaxis of the mechanism `than the wedge face 32 of the -shoe H. The wedge G has a pair ofvvedge facesf33-'33 at oppositesides thereof which-cooperate with the wedge faces 32?-32 of the shoes H and-HC the engaging Wedge faces 33-#-,33"of thevwedge block G being correspondingly inclined lto the cooperating faces'ofthev shoes,V and also being ctv-shaped section soasto nteriit With thesame. f

`vThe friction shell*r E contains the spring yresistance N which, as shown, comprises front and rear sets ofV springs 3d andi35; Each set of springs f preferably ccmprisesan upper anda lower coil, as clearlyl shown in Figure 2. 'The coils of 'the spring resistance 34 bear at their front ends on vthe front end Wall of therfriction shellF, and

the members of the rear springy 35 bear at the rear kends on( the spring follower"J` which is interposed betvv'e'enth'e same.V and the friction Vshoes I-I and H. The spring follower J comprises a rectangular plate-like section bearing at the top and bottom ends on the inner ends of theliners 29-29. The plate is provided with a rearwardly projecting central portion 3S which normally enrgages the inner ends of the enlargements of the friction shoes. The follower "J is alsoprovided `with a central stemfl which extends through an opening 38 provided in the'vvedgeblock G. This is for'the purpose of holding the wedge in cor-n rect alignment, the wedge being very top heavy at the backend due to the amount of its ,overblock G is anchored to the followerJ by the anchoring means M, which includes the anchoring bolt 39| extending through the stein Sl and intok a recess i6 provided at the outer end portion of a recess 4l provided inthe plate-,like section of the springiolloWerJ andpanut i2 at the inner end ofthe bolt'bears on a follower disc 434 which l in. turn bears on a relatively short spring d. A follower: disc 45 is interposed between theV spring and an annular shoulder 46 provided by the 'enlarged opening'4 in the Wedge'block which forms the recess d. provided to allow. for creeping or extension of wedge and shoes in the compressionin tapered cylinder. i

-The stop keyfD which serves to hold the fric'- tion shell Fagainst'movement invdraft extendsl through aligned slots Ell-4T provided in the side `walls of the shell' and vthe slots 22-22 of ,the

side"arrnsl of the `yoke'andvr has its outer ends slidingly supported in the slots .I4-M ofthe cheek plates." InY the normal position of the parts, that is when the mechanism is in full re'- This spring resistance means is Y lease, the rear edge of the key D engages the rearend Walls of the *slots dlr- 4l of the shell F.

At the same time, the front'edge of the key D bears onthe frontY end walls of the slots Z22-2 kof the yoke andthe slots llli6 of the cheek n plates. As clearly" shown in rFigure 1, the slots Eli-'M5 Vof the cheek plates are of such aV length as to permit rearward movement of the key D 'therein during a buiing action. The slots Vlil-lil of the ,shell F are ofrsuch a length that rearward movement of the shell with respect to the key D Vplate-likeI section 58 which is interposed between the front and vrear sets of springs of the -springi'resistance means N, as( clearly vshown in Figure 2j Theplate-likesection 43' of` the intermediate follower K is anchored to the stop key D by means of vside members in the form of The `side 'arms 39e-l are provided Cwith slots Sid-5S- which accommodate the key D,` saidslots being closed-,at lthe rear end and open at. the

forward end. The plate-like section ISS. ishori-` zontally divided,Y as indicatedat 5,"to accommodate the" key'D', as-clearly shown in Figure In the normal position of the-parts, therearedge of the key D is engaged by the rear end walls of the slots 5ft-530i the side arms ts-'439, thereby holding the follower plate d8 against forward movement; As Willr'oe seen, the intermediate iolarms {S9-i9 `through which the key Dfextends.

lower K forms a stirrup member anchored to the 'key-D-.and a stop means for the'front endV of the `rear set of springs 35-35 of the spring resistance dent, the yoke and wedge block may be so designed that the wedge bears directly on the rear end section of the yoke, thereby eliminating the use of the rear follower C.

The operation of my improved railway draft rigging-as illustrated in Figures 1 to 4, inclusive, during a buing action,` is as follows: Upon ,block G with the shoes H and H.

inward movement of the coupler i8, the align- .lng member B will be forced rearwardly therewith, thereby compressing the friction shock ab- Y sorbing mechanism E between the aligning member B and the rear stop Yll. During this action,

the coupler I8 and theV aligning member B are moved inwardly with respect tothe yoke, this action being permitted by the elongated coupler key slots 2l-'2l in the side arms of the yoke. During the buiflng action, the friction shell F will be forced rearwardly, while the wedge G is held against movement by engagement with the rear follower C. The friction shoes H and H' will Vthus be forced to slide on the friction surfaces of the shell against the resistance of the 'springs 34 and 35. The necessary spreadingl'action to provide the required amount of friction is had through the wedge engagement of the During the bufling action, both sets of springs 34 and 35 lcc will be compressed, movement of the intermediate follower K being permitted with respect to the key D by the slotted engagement of the follower with said key. During the rearward movement of the friction shell F in buff,` the front end walls of the slots il-4l' of the shell will engage the key D,v whereupon the keywill be moved rearwardly in unison with the shell and moved rearwardly with respect to the yoke and Vsills lli-HJ, this movement being permitted by the length of the slots 22-22 of the yoke and Hl-M'of the sills. The compression lstroke in buff is limited by engagement of the open end of the friction casing or shell F with the rear follower C. The parts are preferably so proportioned that the rear edge of the key D will engage the rear end walls ofthe slotsof the yoke and sills at the same time-that the shell engages the follower C,

When a draft action'is. applied to the coupler I8, Athe same will pulll the yoke outwardly in unison therewith, thereby moving the rear follower C forwardly and forcing the wedge G and the friction shoes H and H inwardly of the friction shell. Inasmuch as the rear edge of the key D bears on the rear endwalls of the slots 13T-4l of the friction shell F, and the key D is held against movement by engagement vwith the front end walls of the slots Ill-I4 of the sills, the friction shell will be held against movement during the entire `draft action. The necessaryY forward movement of the yoke and rear follower C to provide'the required draft stroke of the` mechanism is permitted by the slots 22-22 in the side arms of they yoke. As the intermediate follower K is held against movement forwardlyby the rkey `D, the set of springs 3-5-.35 `only will beV compressed during the draft action, the set of springs 34-34 remaining inactive at this time. The draft stroke of the rigging is limited by engagement of the rear end walls of the slots 22-22 of the yoke arms with the rear edge Yof thekey'D.- As will be clearly seen, the amount of draft movement of the rigging is thus considerably less than the buning movement, the draft movement being restricted by the-length of the slots 22-22 of the yoke while the bufiing stroke includes in addition the movement permitted by the length of the slots 41-41 of the friction shell-F v vAs clearly shown in Figures l and `2, the shelf 2G of the aligning member B normally projects outwardly beyond the carry iron I6 and supports the shankof the coupler closely adjacent to the head thereof. The extent to `which the shelf 24 projects forwardly of the carry iron i6 is such that the shelf will be supported on the carry iron when the coupler is moved inwardly to the'full extent of the bufng stroke of the mechanism. As will be evident, the coupler is thus adequately supported at all times during the operation of the draft rigging, the overhanging ledge 25 of the aligning member, which engages the upper side of the rear end of the shank, preventing upward tipping of the shank end and objectionable 4drooping of the coupler head.

The improved wedge anchoring means M, including vthe cushioning spring 44, prevents damage to the anchoring bolt for the wedge, sudden shocks due to recoil of the-spring resistance N being effectively absorbed thereby. As shown most clearly in Figures 1 and 2, the front end of the stem of the follower J is normally spaced from the inner spring follower disc 45 of the wedge anchoring means M, this clearance being provided to compensate for creeping and wear of the .cooperating friction and wedge faces of the friction means.

Referring next to the embodiment of the invention illustrated in Figure 5, the arrangement is substantialy the same as that described in connection with Figures 1 to 4, inclusive, with the exception that Aa different form of friction shock absorbing mechanism is employed. In the arrangement shown in Figure 5, a single set of spring coils is employed instead of the two sets as shown in Figures 1 to 4, inclusive, and the intermediate spring follower is omitted. The frictionshell, which is indicated by F in Figure 5, 1s substantially of rectangular cross section and has liners 29-29 anchored to the openrear end thereof, with which friction shoes H and H cooperate, the friction shoes cooperating with a wedge G. `All of these parts are substantially the same as those hereinbefore described. An anchoring means for the wedge is also employed, which is precisely the sameas the means described in connection with Figures 1 to 4, inclusive, the same also being indicated by M. The side walls of the friction shell are slotted, as indicated at 4l, and the stop key D extends therethroughj As will be understood, the key D is connected to the draft sills and the yoke member in precisely the sameA manner as the key D referred to in connec- -tionV with Figures 1 to 4, inclusive. The spring resistancemeans, which is indicated by S., comprises upper and lower coils which are interposed between the spring follower J and the front end wallof the friction shelf F. In draft, the spring follower J is limited in its movement inwardly of the shell byengagementwith the key D. When the friction shell F, as shown in Figure 5, is forced rearwardly in buff, the wedge G will be held against movement by the spring follower C, thus causing relative movement between the friction shoes and friction surfaces of the shell, such movement being resisted by the springs S-S. `The additional movement in buff to provide the -desired longer stroke d is V had jthrough -relative movementofithe friction shell F and the key D;

I have herein shown and described what-Iv now consider the preferredmanner of Vcarrying out.

my invention, but the same is merely illustrative and I contemplate all changes and modifications that come within thescope ofthe claims append-L ed hereto.

Iclairn:y g 1 l. In a railwaydraft-rigging, the combination with-draft sills provided with-alignedkey slots; of` a fixedfrearstop; av coupler; la yoke oonnectedto the coupler for movement therewith in draft; a rearwardly opening `frictionsiieii within the yoke; friction means at theopen end of the shell having frictional engagement with the walls thereof; a wedgeforming a part of the friction v means and adapted to be pulled outwardly by the yoke in draft; a spring resistance within-the shell opposing inward movement of said friction means; and a stop vkey extending throughl the Vshell andthe slots of the sills for restricting moven ment of the frictionjmeans inwardly of the-shell in draft to less than the relative: movement of the shell andfriction means in buff.

`2. In ak railway` draft rigging, the combination posing inward movement of saidkfriction Ameans;

a spring follower-interposed between theL spring resistance and 4friction means; land astop key lextending through `thegshell and sills held against movement inv draft and engageizl Vbysaid spring follower in draft to `restrictmovement ofthe fric,- tion means inwardlyof the shell toless than the Y relative movement of theshell and friction rmeans "3. In a railwaydraft rigging, the combination with draft sills provided withkaligne'd key slots; of `a fixedsrear stop; a coupler; a slotted yoke connected to the coupler for movement therewith in draft; a `frictionshell within the yoke, said shell l being closed atV the front end and Aopen at the v rear end, said shell having the lsidevl/'alls thereof provided with` aligned, longitudinally extending slots, said shell being moved rearwardly'by the couplerniri buff; frictionumeansat the open end ofthe shell havingfrictional engagement with the walls thereof; a wedge forming Va part of the friction means and adapted tobe pulled outwardly by the yoke in draft; a spring resistance within the shell opposing inward' movement of said friction means; and av Vstop key extending through the slots of ythe shell, yoke, andsillsgand slidingly fitting said slots, said stop key being` held z against movement in draft and having shouldered engagement with the'y Yshellv to hold Vthe same against movement in draftQsaid shell being movable with respect to they' key in-fbuif and said-key Y Vbeing;movableewith respect tothe yoke and sills in buff,Y said yoke being movable'with respect to the key in draft and having-shouldered engagement with the key in draftl to limitV the stroke of the rigging to less than' the stroke in buff." Y

'4, Ina railway draft rigging, the combination i with draft sills' provided'with aligned key slots;

of a fixed rear stop; a coupler; a yoke connected f to the: coupler v,for movement therewith in' draft;

friction means in buif. Y

- the draft action. i

.a'rearwa'rdly opening frictionfsliell within the yoke; friction means cooperating with the open end of the shell and havingslidingfrictional engagement with the walls thereof; front and rear spring'resistance elements within the shell; a stop key extendingthrough the shell and held against outward movement in draft, said -key being Ymovable inwardlyin buff; an intermediate spring follower between the front and Vrear spring elements, said spring follower beingfixedto the key, said stop keyV restricting movement n. of thejfriction means inwardly. of the shell-in draft to less than the relative movement vof the shell and 5. Ina railway draft rigging-'the combination with draft sills provided with alignedkey slots;

of a fixed rearstop; accoupler; a yoke connected tothe coupler for movement therewith in draft;

a rearwardly opening frictionshell within theV yoke; friction means cooperating lwith the open endof the shell andphaving sliding friotional engagement with the walls thereof; front and rear spring resistance elements within the shell; a stop key extending through the shelland held against outward movement in draft,'said key being movable inwardlyin buff; an intermediate spring follower between the front and rear springy ele'- merits,` said spring follower beingv fixed to the key,

and a secondr springfollower interposed between the rear spring `and the `friction means and engag- -ing the stop key in draft to restrict the movement of they friction means inwardly ofthe shell in draft to; less than the movement-of the shell and friction means in buff.

6.'In a railway draft rigging, the combination with draft sills having aligned key slots ;A a coulplerya yoke keyed to the coupler, said yoke being-movable'with the coupler in draft and the coupler being movable with respect to the yoke in buff; rear stop means on the sills engageable .by thejinner end of the yoke; arearwardly opening :friction shell within theyoke; frictionV shoes A slidably engaging the interiorwalls at the open end of the shell; a block having wedgingV engage- -mentcwith the shoes; va rear follower interposed vbetween said block and the rear end section of the yoke; spring resistance means withinthe vshell Acomprising front and rear spring elements,

said front andA rearspring elements opposing relative movement of the shell and shoes in buff; a stop key extending through the shell, yoke and slots of the ,sills, said key being held Vagainst movement in draft and having shouldered en gagementwith the shell to hold the same against outward movement, said key being movable rearwardly with respect to the sills andzsaid shell :being movable rearwardly with respect to the key in buff and an intermediate spring follower,

Y fixed to the key and disposed between said-front and rear springV elements andv forming a fixed abutmentfor saidwrear spring jelement during ,7. In a railway draft rigging-havinga longer Ycompressiongstroke in buff than in draft, the combination with a coupler; a yoke having a keyed c'onnection'with the coupler;A said "coupler being movable inwardly-of the yoke VinY buff; a fixed support outwardly Vof the keyedzzconnectiony vbe'- tween the. coupler i krand yoke;` shocky absorbing mechanism within the yokef and an/-aligning member having sidev wallsv embracing' the' coupler shank, a bottom wall on which the shank is'supported, a vertical inner' end rwall against which the butt of the coupler shank bears, and arledge forwardly projecting 'from said end wall andengaging over the butt end of the shank, said aligning member being xed to the coupler shank for movement in unison therewith by means of said key connection which extends through said side walls, said bottom wall being slidably supported on the xed support and engaging and supporting the coupler shank outwardly of the keyed connection thereof with the yoke.

8. In a railway draft rigging, the combination with draft sills having aligned key slots; of a coupler; a yoke keyed to the coupler, said yoke being movable with the coupler in draft and the coupler being movable with respect to the yoke in bu, said yoke having transversely aligned, longitudinal guide slots; rear stop means on the sills engageable by the inner end of the yoke; a friction shell within the yoke, said shell being open at the rear end and closed at the forward end, said closed end directly receiving the actuat ing force from the coupler in bui, said shell having longitudinally extending slots in the side walls thereof friction shoes slidably engaging the interior walls at the open end of the shell; a block having wedging engagement with the shoes; a rear follower interposed between said block and the rear end section of the yoke; spring means within the shell opposing inward movement of the shoes; and a stop key limiting movement of the friction shoes and wedge block with respect to the shell in draft to an amount less than the relative movement of the shoes and wedge with respect to the shell in bui, said key extending through the slots of the shell, yoke, and sills, said key being of lesser' dimension lengthwise of the mechanism than said slots, said key normally engaging the front walls of the slots of the sills and yoke and the rear walls of the slots of the shell to hold said shell stationary in draft.

JOHN F. OCONNOR. 

